The development of railways in Britain is often seen as the "beginning of the end" of the golden age of canals.
Just 64 years after the Bridgewater Canal was opened in 1761 (the first commercial canal of the modern era), the inauguration of the Stockton & Darlington railway line in 1825 heralded the beginning of steam powered railways.
Although eventually, the canals could not compete with railways for the vital freight and heavy materials transport trade (although the rivalry continued for nearly 100 years), they survived to re-invent themselves as recreational, and increasingly living spaces, as well as continuing to provide "green corridors" into the heart of many of our largest cities.
Perversely (as we shall see), in many ways the Oxford Canal has fared better than several of its railway rivals, who fell by the wayside either during the rationalisation following the explosion of lines in the "Railway Mania" period of the 1840's, or during the 1960's as a result of the Beeching cuts.
Today there are 10 surviving rail crossings along the length of the Oxford Canal and the remains of 10 former crossings.
These range from major main line routes such as the Oxford to Birmingham line (currently run by Cross Country), to the charmingly local Blenheim and Woodstock branch line which closed in 1954, and for a period was virtually the Duke of Marlborough's personal railway.
Commonly, transport links and the natural drainage (rivers and streams) follow similar routes through the landscape, and tend to converge into relatively confined areas. This is particularly true with the Oxford Canal, especially in its more southerly stretches, where it follows the lower ground of the Cherwell valley, and jostles for space with railway lines and roads.
Just 64 years after the Bridgewater Canal was opened in 1761 (the first commercial canal of the modern era), the inauguration of the Stockton & Darlington railway line in 1825 heralded the beginning of steam powered railways.
Although eventually, the canals could not compete with railways for the vital freight and heavy materials transport trade (although the rivalry continued for nearly 100 years), they survived to re-invent themselves as recreational, and increasingly living spaces, as well as continuing to provide "green corridors" into the heart of many of our largest cities.
Perversely (as we shall see), in many ways the Oxford Canal has fared better than several of its railway rivals, who fell by the wayside either during the rationalisation following the explosion of lines in the "Railway Mania" period of the 1840's, or during the 1960's as a result of the Beeching cuts.
Today there are 10 surviving rail crossings along the length of the Oxford Canal and the remains of 10 former crossings.
These range from major main line routes such as the Oxford to Birmingham line (currently run by Cross Country), to the charmingly local Blenheim and Woodstock branch line which closed in 1954, and for a period was virtually the Duke of Marlborough's personal railway.
Commonly, transport links and the natural drainage (rivers and streams) follow similar routes through the landscape, and tend to converge into relatively confined areas. This is particularly true with the Oxford Canal, especially in its more southerly stretches, where it follows the lower ground of the Cherwell valley, and jostles for space with railway lines and roads.
Composite Lidar 1m (2019) Image: The Cherwell Valley between Kings Sutton and Banbury.
The proximity of the major communication links is evident with the Oxford Canal (dark blue) and Oxford-Banbury railway line (black) following the low ground of the valley floor, whilst the M40 (green) skirts the valley on its western slope. The "old" road link between Oxford and Banbury (red) follows the higher ground to the west. [Light blue/green: low lying ground/valley floor, Dark purple/mauve: higher ground]
Contains OS data © Crown Copyright and database right 2020 | © Environment Agency copyright and/or database right 2020 All rights reserved
Just as for canal building, the lower, flat land of the valley floors provide the easiest route for railways. This was especially true during the earliest days of railway construction, when the steam locomotives struggled to pull laden passenger carriages or freight trucks up any but the flattest of gradients. This of course led to other problems when crossing land that was waterlogged and prone to flooding in the winter months, which often necessitated the building of extensive embankments.
This close proximity of road, rail and canals alongside rivers is so common that we tend to overlook it, but it often has a significant impact on local land use, drainage and communications (this topic will be looked at separately).
This close proximity of road, rail and canals alongside rivers is so common that we tend to overlook it, but it often has a significant impact on local land use, drainage and communications (this topic will be looked at separately).
The rapid expansion of the railway system in the 1840's (the period of "Railway Mania"), even outstripped the growth of canals in the equivalent "Canal Mania" of the 1790's to 1810's. In part, this was made possible by the existence of an experienced and available workforce which had developed during the canal construction period. Along with the workforce, the organisational and logistical structures had matured and were now more able to support large infrastructure projects.
The navvies moved seamlessly from canal to railway projects, along with many of the surveyors and structural engineers that we have encountered previously during the building of the Oxford Canal.
With the invention of steam engines, (initially as fixed mechanisms to power the pumps in mines and drive the looms and machinery in textile mills, and later to power locomotives) came the gradual introduction of powered machinery into the construction sector.
Traction engines were first built by Aveling and Porter in 1865 as agricultural machinery, but were soon being used in construction to provide power and haulage. Steam Shovels become available from the 1830's (W G Armstrong in Britain and Otis in America) and rapidly developed into sophisticated machines increasingly used to replace the manpower of the traditional navvy workforce.
The practical problems faced by the early railway builders were similar to those faced by the pioneering canal builders of the late 18th century. Initially, all new railways required separate acts of Parliament to allow their construction, but eventually a number of General Railway Acts covered most of the common ground, and legislation was only needed for specific exceptions.
Railway companies were formed to construct and run specific lines, and started by raising the required working capital, usually from a combination of share flotation and loans.
The surveying and building of the lines progressed in a similar fashion to that used by the canal companies.
Much of the construction was performed by contractors who bid for specific projects, usually major infrastructure works such as tunnels and estuary crossings, or specific lengths of track.
Particular railway companies tended to evolve a standard set of designs for bridges, stations and associated buildings and the "look" of the different lines could be quite distinctive.
Early bridges were often brick built arches, which have proved to be extremely durable, with a number surviving to the present day. Brunel built an unusually large number of wooden bridges in the far west (34 between Plymouth and Truro), but these had all been replaced by 1908. In Wales a small number of wooden spans survive, but with significant traffic restrictions.
Cast iron and compound cast iron beams were used for a relatively short period once their unreliability under tension was recognised, their place being taken by wrought iron and then steel (introduced in 1859 and 1877 respectively). Fabrication continued to be by riveting until the 1930's when welding was introduced and quickly became the preferred method.
Railway companies were formed to construct and run specific lines, and started by raising the required working capital, usually from a combination of share flotation and loans.
The surveying and building of the lines progressed in a similar fashion to that used by the canal companies.
Much of the construction was performed by contractors who bid for specific projects, usually major infrastructure works such as tunnels and estuary crossings, or specific lengths of track.
Particular railway companies tended to evolve a standard set of designs for bridges, stations and associated buildings and the "look" of the different lines could be quite distinctive.
Early bridges were often brick built arches, which have proved to be extremely durable, with a number surviving to the present day. Brunel built an unusually large number of wooden bridges in the far west (34 between Plymouth and Truro), but these had all been replaced by 1908. In Wales a small number of wooden spans survive, but with significant traffic restrictions.
Cast iron and compound cast iron beams were used for a relatively short period once their unreliability under tension was recognised, their place being taken by wrought iron and then steel (introduced in 1859 and 1877 respectively). Fabrication continued to be by riveting until the 1930's when welding was introduced and quickly became the preferred method.
The Surviving Railway Bridges
Of the 10 surviving crossings only 2 are brick arches (72A and 72B) from the Victorian period, the rest being, at least in part, rebuilt with steel plate girder spans:
Of the 10 surviving crossings only 2 are brick arches (72A and 72B) from the Victorian period, the rest being, at least in part, rebuilt with steel plate girder spans:
Bridge Number* |
Location |
Line |
Original R/W company |
Line Open |
Line Closed |
Bridge Type |
Span |
Abutments/Piers |
Date of Surviving structure |
236A |
Wolvercote |
Oxford & Bletchley |
L&NWR |
1846-51 |
- |
Beam |
Steel plate girder |
Mixed brick |
Rebuilt span |
226A |
Kidlington |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Red brick |
Rebuilt span |
219A |
Shipton |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Red brick |
Rebuilt span |
217A |
Bletchingdon |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Red brick |
Rebuilt span |
215A |
Enslow |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Red brick |
Rebuilt span |
201 |
Heyford Common |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Red brick |
Modern |
161A |
Banbury |
Oxford-Birmingham |
GWR |
1850-2 |
- |
Beam |
Steel plate girder |
Blue brick |
Rebuilt span |
72B |
Hillmorton |
London-Rugby |
L&NWR |
1838 |
- |
Arch |
Stilted segmental |
Blue brick |
Victorian |
72A |
Hillmorton |
Rugby-Northampton |
L&NWR |
1838 |
- |
Arch |
Stilted semi-circular |
Blue brick |
Victorian |
42A |
Cathiron |
Rugby-Birmingham |
L&NWR |
1838 |
- |
Beam |
Steel plate girder |
Blue brick |
Rebuilt span |
* The bridge numbers shown in the table refer to their "canal bridge number". In fact railway bridges crossing the canal have two identifying numbers, the canal number and the railway number.
The railway number consists of an Engineers Line Reference code or ELR (3 letters) followed by a distance number (miles-chains) from the start of the line.
Thus, the railway bridge crossing the Oxford Canal at Shipton-on-Cherwell is bridge 219A on the canal but DCL 70-21 on the railway.
The railway number consists of an Engineers Line Reference code or ELR (3 letters) followed by a distance number (miles-chains) from the start of the line.
Thus, the railway bridge crossing the Oxford Canal at Shipton-on-Cherwell is bridge 219A on the canal but DCL 70-21 on the railway.
The three letter line code is complicated by the historical changes of line names and designations. Thus DCL 70-21 refers to the Didcot and Chester Line and the distance of 70 miles 21 chains is measured from Paddington station. However the line from Paddington to Didcot is now designated as part of the Mainline from Paddington to Penzance via Bath (MLN1) and so the DCL line numbers start at Didcot (DCL 53-00). To make matters even more confusing the line changes name again at Wolverhampton when it becomes the Wolverhampton to Saltney Junction (Chester) line (WSJ2) and so the DCL numbers stop at DCL 142-55 in Wolverhampton.
Even worse, some lines don't have an ELR at all (usually private or military lines) and the three letter prefix usage is inconsistent (the East Coast Mainline is ECM all the way from London to Edinburgh, but the West Coast line is LEC from London to Crew and then changes designation twice more before reaching Glasgow)!
Even worse, some lines don't have an ELR at all (usually private or military lines) and the three letter prefix usage is inconsistent (the East Coast Mainline is ECM all the way from London to Edinburgh, but the West Coast line is LEC from London to Crew and then changes designation twice more before reaching Glasgow)!
The two surviving arch bridges still carrying an active railway sit 50 meters apart on the eastern edge of Hillmorton, which itself is an eastern suburb of Rugby. Bridges 72A and 72B carry the Rugby-Northampton and Rugby-London lines originally built for the L&NWR company in 1838 and are typical examples of early to mid 19th century brick arch bridges.
The flat lines and string courses are typical of these early Victorian bridges as are the robust end pillars. The greater use of stone for the coping and arch-work on 72B suggests a slightly later build date than 72A (or perhaps just a different contractor/architect working on this bridge). Semi-circular arches were more commonly used for higher bridges (as for 72A) where headroom at the sides of the bridge was not a problem.
There is a marked similarity in form with bridges 51 (Newbold on Avon) and 103 (Flecknoe), which are on a smaller scale, but of a similar date.
There is a marked similarity in form with bridges 51 (Newbold on Avon) and 103 (Flecknoe), which are on a smaller scale, but of a similar date.
The remaining 8 railway crossings are all steel fabricated beam bridges, which are all replacements of the original spans, but mostly sit on original Victorian abutments. Looking at the detail of the span materials and fabrication methods allows us to broadly date the replacement periods.
From north to south, these bridges are:
Cathiron Railway Bridge (42A)
At first sight this appears to be a typical railway bridge with a rebuilt steel span sitting on older brick built abutments.
However, closer inspection suggests at least three separate periods of construction:
However, closer inspection suggests at least three separate periods of construction:
- The abutments of blue brick with stone caps and bold flat string course are typically mid-late Victorian.
- From the south, the steel span consists of rivetted steel plates, suggesting a construction age after the 1880's but before the 1940's (perhaps just extending into the 1950's).
- On the north side is a welded steel walkway, cantilevered from the side of the bridge. Welding became increasingly common after the 1930's for repair work, but only became the dominant fabrication method from the 1950's. Continuous access to both sides of the track for maintenance and safety only became mandatory from the the 1970's.
- The majority of the abutments survive from the initial build (Victorian)
- The span was replaced with a rivetted plate girder construction (1880-1950)
- Addition of a cantilevered walkway which necessitated a change to the north side end pillars (1970's onward)
Banbury Railway Bridge (161A)
The abutment brickwork and appearance is very similar to bridge 42A with bold square features and prominent stone caps, and is likely to be of a similar period (Victorian), which is consistent with the original GWR Oxford-Birmingham line construction in the 1850's. The original abutments supported three lines, the position of the lost third line is clearly visible on the above right picture.
The span again has a cantilevered walkway to the side, but here the main span is supported by large continuous I-beams with a welded superstructure. This type of span construction was used from the 1960/70's onwards, and the whole span is likely to have been replaced after 1970.
The span again has a cantilevered walkway to the side, but here the main span is supported by large continuous I-beams with a welded superstructure. This type of span construction was used from the 1960/70's onwards, and the whole span is likely to have been replaced after 1970.
Heyford Common Railway Bridge (200A/201)
The numbering of Heyford Common bridge is debatable. The canal number plate on the bridge is 200A, but canal gazetteers refer to it as number 201. Both are possible, but the frequent use of the "A" suffix for railway bridges and the fact that the number plate refers to "200A" suggests that this is the correct number. If this is the case then bridge 201 is missing from the bridge numbering sequence.
The abutments and span of this bridge are relatively modern:
Standard designs for half-through steel bridges were developed by British Rail in the 1960's and continue to be commonly used today.
Half-through and Deck Type Steel Bridge Layouts
The majority of the steel girder bridge are of the half-through configuration, but some deck type bridges are also seen.
Later developments included the U-shaped bridge, where the bridge units were built off-site in U shaped sections consisting of deck and parapets and the final fabrication was on-site.
The fabrication of large sub-units or even whole bridge spans which are moved into their final position has become increasingly popular. This has only become possible with the development of very large mobile lifting capabilities (either rail or road transported cranes) and the introduction of cast concrete structural components. The major benefit has been the drastically reduced track closure time and faster project completions.
Later developments included the U-shaped bridge, where the bridge units were built off-site in U shaped sections consisting of deck and parapets and the final fabrication was on-site.
The fabrication of large sub-units or even whole bridge spans which are moved into their final position has become increasingly popular. This has only become possible with the development of very large mobile lifting capabilities (either rail or road transported cranes) and the introduction of cast concrete structural components. The major benefit has been the drastically reduced track closure time and faster project completions.
Enslow Railway Bridge (215A)
Bletchingdon Railway Bridge (217A)
Being a river crossing, Bridge 217A has a number of unusual features that are unique amongst the Oxford Canal railway bridges.
The end abutments are typical mid to late Victorian red brick constructions with a stone top course. The central mid-stream supporting pier is more typical of those found on river crossings and has cutwaters (also called starlings) on both upstream and downstream sides. These pointed masonry structures reduce the erosive force of the river current and help deflect debris carried by the river.
The span is of rivetted steel plate and rivetted steel girders and is likely to be a relatively early example of this form of construction. The "deck type" structure is well seen from below, with the distance to the deck plates raising the height of the track well above the bottom line of the bridge. Again we also see walkways cantilevered off both sides of the span, but on this occasion these are contemporary with the span construction and not a later addition (note their rivetted construction).
The end abutments are typical mid to late Victorian red brick constructions with a stone top course. The central mid-stream supporting pier is more typical of those found on river crossings and has cutwaters (also called starlings) on both upstream and downstream sides. These pointed masonry structures reduce the erosive force of the river current and help deflect debris carried by the river.
The span is of rivetted steel plate and rivetted steel girders and is likely to be a relatively early example of this form of construction. The "deck type" structure is well seen from below, with the distance to the deck plates raising the height of the track well above the bottom line of the bridge. Again we also see walkways cantilevered off both sides of the span, but on this occasion these are contemporary with the span construction and not a later addition (note their rivetted construction).
Shipton Railway Bridge (219A)
The span is of the half-through type (with the deck supported on the bottom flange of the transverse I-beams) with a common central beam between the 2 track decks and cradles supporting the deck structures (as seen at Enslow [215A])
Shipton railway bridge gained notoriety as the site of the Shipton on Cherwell railway crash of 1874. The public investigation following this tragedy led to a number of recommendations which significantly improved safety on the railways in Britain.
Kidlington Railway Bridge (226A)
A typical early rivetted steel plate girder span sitting on Victorian abutments. The bridge crosses the canal at a significant angle (called a skew crossing) which means that the abutment length is significantly increased. The brickwork is predominantly of blue brick with some red bricks used within the body of the brickwork and for repairs. Substantial piers with stone caps and prominent wing-walls add to the robust appearance of this bridge.
The use of rivetted steel plates for the spanning girders and decking is particularly well seen from beneath the bridge span. The man-hours involved in such construction must have been enormous compared to the later use of welding to accomplish the same end. Such rivetted construction rapidly declined with the increasing availability of welding.
Wolvercote Railway Bridge (236A)
The most southerly of the surviving railway bridges on the Oxford Canal, this bridge is an interesting mix of old and new. The abutments have essentially been rebuilt with new brickwork using a mix of red and blue bricks and concrete cap-stones and quoins. |
The span is a curious amalgamation of rivetted steel plate I-beams forming the sides of the bridge, and cast concrete beams forming the deck in a half-through configuration. The use of pre-cast concrete beams for the deck became more common after WW2 (in fact such beams were stockpiled during the war for emergency use to repair bomb damage when steel was in short supply) |
The "Lost" Railway Bridges
As well as the ten "live" railways across the Oxford canal there are the remains (or sites) of ten bridges that previously carried railways over the canal. All but two of these have lost their spans, leaving just the abutments and associated structures.
As well as the ten "live" railways across the Oxford canal there are the remains (or sites) of ten bridges that previously carried railways over the canal. All but two of these have lost their spans, leaving just the abutments and associated structures.
Bridge Number |
Location |
Original Line |
Original R/W Company |
Line Open |
Line Closed |
Bridge Type |
Span |
Abutments/ Piers |
51A |
Brownsover (Rugby) |
Leicester & Rugby Branch |
Midland Railways |
1840 |
1961 |
Arch |
Stilted segmental arch |
Blue brick |
64 |
Clifton (Rugby) |
Great Central R/W |
Great Central R/W |
1898 |
1966 |
Viaduct Site only |
Site only |
Site only |
65 |
Clifton (Rugby) |
Rugby & Stamford Branch |
L&NWR |
1850 |
1966 |
Beam |
Removed |
Mixed brick |
66B |
Clifton (Rugby) |
Loop Line |
L&NWR |
1850 |
1966 |
Viaduct |
Removed |
Blue brick |
97A |
Wolfhampcote |
Great Central R/W |
Great Central R/W |
1898 |
1966 |
Beam |
Removed |
Blue brick |
100A |
Nethercote |
Weedon & Leamington |
L&NWR |
1895 |
1963 |
Beam |
Removed |
Blue brick |
140 |
Wormleighton |
E & W Junction |
E & W Junction R/W |
1871 |
1964 |
Viaduct |
Removed |
Blue brick |
182A |
Kings Sutton |
Banbury & Cheltenham Direct |
GWR |
1887 |
1969 |
Beam & arch |
Removed |
Blue brick |
219B |
Shipton on Cherwell |
Blenheim & Woodstock Branch |
GWR |
1890 |
1954 |
Beam & arch |
Removed |
Mixed brick |
231A |
Yarnton |
Loop Line |
L&NWR |
1854 |
1965 |
Arch |
Stilted segmental arch |
Mixed brick |
These "lost" crossings include some of the earliest and latest lines to be built crossing the canal. The Leicester and Rugby branch of the Midland Railways crossing at Brownsover was constructed as early as 1840, whereas the Great Central Railway bridges were completed in 1898 and only served for 68 years before becoming redundant due to the Beeching cuts.
Brownsover (Rugby) Railway Bridge (51A)
The most northerly of the redundant railway crossing, and one of only two such bridges that retain their arches intact.
In many ways this is a typical example of a mid 19th century brick bridge (Line opened 1840) with a flat top line, prominent flat string course and built of hard "Staffordshire Blue's".
(Comparing this bridge with the adjacent Green's Bridge (51) at Newbold on Avon, there is a striking similarity in style).
What raises this bridge above the "norm" is the intricately ornate eight course arch brickwork. Perhaps the railway builders were "cocking a snook" at what they deemed to be the old fashioned canal.
However, it is the canal that survives in use, whilst the former railway bridge now serves as a cycle-way, so perhaps poetic justice prevails!
What raises this bridge above the "norm" is the intricately ornate eight course arch brickwork. Perhaps the railway builders were "cocking a snook" at what they deemed to be the old fashioned canal.
However, it is the canal that survives in use, whilst the former railway bridge now serves as a cycle-way, so perhaps poetic justice prevails!
Clifton (Rugby) Railway Viaduct (64); Site Only
Bridge 64, which was a viaduct and has now been removed, was built to carry the Great Central Railway across the Oxford canal and the low lying ground to its south. An embankment to the north of the canal still survives and is well seen on LIDAR imaging.
The Great Central Railway was completed in 1898 and was the last major long distance line to be built in Britain. This relatively late date means that photographic records of its construction and use up to its closure in 1966 exist.
Clifton (Rugby) Railway Bridge (65): Rugby & Stamford Branch Line (L&NWR)
One of several lines closed in the 1960's, the span over the canal has been removed but the nearside abutment is preserved. This bridge sat at the end of a substantial viaduct carrying the railway across the low ground to the south of the canal, but the crossing over the canal was a separate beam bridge.
One of several lines closed in the 1960's, the span over the canal has been removed but the nearside abutment is preserved. This bridge sat at the end of a substantial viaduct carrying the railway across the low ground to the south of the canal, but the crossing over the canal was a separate beam bridge.
Clifton (Rugby) Loop Railway Bridge (66B): Loop Line (L&NWR)
Rugby developed into a major railway center during the later 1800's with several railway lines converging on the rapidly expanding town. This "congestion" of railways, along with the already existing Oxford Canal and natural waterways, led to the need for a number of loop lines and railway flyovers to be built to allow all the necessary connections to be made.
Rugby developed into a major railway center during the later 1800's with several railway lines converging on the rapidly expanding town. This "congestion" of railways, along with the already existing Oxford Canal and natural waterways, led to the need for a number of loop lines and railway flyovers to be built to allow all the necessary connections to be made.
The Clifton Loop line was built to facilitate access to the L&NWR station. All that survives of the loop line bridge across the canal is the base of the abutment built with Staffordshire "Blues" backed by the remnants of the high embankment. |
Wolfhampcote Railway Bridge (97A): Great Central Railway
The canal is again crossed by the line of the short lived Great Central Railway at Wolfhampcote in Warwickshire (just over half a mile south-west of Braunston Junction).
The canal is again crossed by the line of the short lived Great Central Railway at Wolfhampcote in Warwickshire (just over half a mile south-west of Braunston Junction).
As with most of the surviving Great Central Railway structures, the abutment is predominantly built of Staffordshire Blues, with stone block supports for the beam span, and stone detailing.
Apart from the natural ravages of decay, such abandoned structures provide a glimpse into the civil engineering works of the late Victorian era, unadulterated by later change (apart from the occasional addition of contemporary cultural messages!)
Nethercote Railway Bridge (100A): Weedon & Leamington Line (L&NWR)
Another of the relatively short lived L&NWR branch lines (opened 1888-95 and closed 1963).
Another of the relatively short lived L&NWR branch lines (opened 1888-95 and closed 1963).
As with many of its contemporaries, this bridge abutment is built of Staffordshire Blue's with the addition of small wing walls.
It would have supported a beam bridge with half-through configuration (as indicated by the square faced front abutment wall and the top line flush with the rail-bed which would have sat on-top of the embankment).
The slow deterioration of the brickwork is witnessed by the ever widening cracks.
Wormleighton Railway Viaduct (140): East & West Junction Railway (LMS)
This bridge at Wormleighton carried the East & West Junction Railway across the canal. The railway company obtained its Act of Parliament in 1864 to build a 33 mile line from just west of Towcester to Stratford-upon- Avon, linking the Northampton and Banbury Junction Railway with the Stratford on Avon Railway. Just as with the Oxford Canal, working capital soon ran short, and a further Act was passed ( 1866) to raise further funds. The first section of the line was opened in 1871, with the final section opening in 1875.
The line struggled to be financially viable and was amalgamated with three other local lines in 1909 to form the Stratford-upon-Avon and Midland Junction Railway. After the Railways Act of 1921, this line in turn became part of the London, Midland & Scottish Railway (LMS). Nationalisation in 1948, with the creation of British Railways, marked the beginning of the end for these small, financially inefficient lines and after the closure of passenger services in 1952, the last freight trains ran in 1964
The line struggled to be financially viable and was amalgamated with three other local lines in 1909 to form the Stratford-upon-Avon and Midland Junction Railway. After the Railways Act of 1921, this line in turn became part of the London, Midland & Scottish Railway (LMS). Nationalisation in 1948, with the creation of British Railways, marked the beginning of the end for these small, financially inefficient lines and after the closure of passenger services in 1952, the last freight trains ran in 1964
The canal crossing is surprisingly complicated with the remains of an arched viaduct extant. Built in the late 1860s, the structure is a mix of Staffordshire Blues and hard red brick, with strong horizontal lines (parapet and string course) and a series of nicely proportioned stilted segmental arches. |
Kings Sutton Railway Bridge (182A): Banbury & Cheltenham Direct (GWR)
Opened in sections from 1881 onwards, the Banbury & Cheltenham Direct Line connected near Banbury and Cheltenham. The eastern section ending at the junction with the GWR line near Kings Sutton opened in 1887. The company was bought-out by GWR in 1896, but the line suffered with difficult running conditions (relatively steep gradients and tight curves) and passenger services were gradually phased out from 1951 to 1962. Freight traffic continued with the transport of ironstone from the quarries at Adderbury, but the line finally closed in 1969.
Opened in sections from 1881 onwards, the Banbury & Cheltenham Direct Line connected near Banbury and Cheltenham. The eastern section ending at the junction with the GWR line near Kings Sutton opened in 1887. The company was bought-out by GWR in 1896, but the line suffered with difficult running conditions (relatively steep gradients and tight curves) and passenger services were gradually phased out from 1951 to 1962. Freight traffic continued with the transport of ironstone from the quarries at Adderbury, but the line finally closed in 1969.
The bridge is in fact a double structure, with the brick arched crossing of the adjacent river Cherwell being continuous with what would have been a half-through beam bridge across the canal.
The Cherwell crossing is remarkably well preserved and consists of 2 stilted segmental arches with a horizontal string course, bold brick parapet with a flat top-line and square end-piers with stone caps.
The brick abutment on the canal off-side is of similar blue brickwork.
Shipton on Cherwell (219B): Blenheim & Woodstock Branch Line Bridge (GWR)
Sited a few yards south of bridge 219A which originally carried the GWR line between Oxford and Birmingham, bridge 219B carried the GWR branch line to Blenheim and Woodstock.
Sited a few yards south of bridge 219A which originally carried the GWR line between Oxford and Birmingham, bridge 219B carried the GWR branch line to Blenheim and Woodstock.
This line was originally built on the directions of the Duke of Marlborough, and opened in 1890 to provide a direct rail link to central Woodstock and thence to Blenheim Palace. Although always operated by GWR, it was taken into ownership by them in 1897.
The last train to run on the line was in 1954 and the line was lifted in 1958, the bridge spans presumably being removed shortly after.
The nearside abutment, built predominantly of red brick, is square faced and would have supported an half-through beam span.
The offside abutment is of similar construction, but is backed by an arched span which allowed for the continuation of a right-of-way along the canal bank (this then continues under the second span of the adjacent Bridge 219A).
The last train to run on the line was in 1954 and the line was lifted in 1958, the bridge spans presumably being removed shortly after.
The nearside abutment, built predominantly of red brick, is square faced and would have supported an half-through beam span.
The offside abutment is of similar construction, but is backed by an arched span which allowed for the continuation of a right-of-way along the canal bank (this then continues under the second span of the adjacent Bridge 219A).
Despite being built over 130 years ago, and with very little maintenance in the last 60 years, the brickwork is in comparatively good condition.
The neat English Bond is slowly disappearing beneath a covering of ivy, but the mortar joints are surprisingly pristine.
Drinkwater's Field Bridge, Yarnton (231A): Yarnton Loop Line (OW&WR and then GWR)
The southernmost of the abandoned rail crossings over the Oxford canal, and one of only two to retain its span.
The bridge was built in 1854 and carried a line that connected the Buckingham Junction on the Oxford, Worcester and Wolverhampton Railway (OW&WR) and Oxford Road Junction on the Buckinghamshire Railway. Its opening enabled OW&W trains to and from Wolverhampton to connect with London and North Western Railway trains to and from London Euston. The OW&WR amalgamated with GWR in 1863, and passenger services using the "Yarnton Loop" were discontinued, but its use as a freight link continued until 1965 when the line was closed.
The southernmost of the abandoned rail crossings over the Oxford canal, and one of only two to retain its span.
The bridge was built in 1854 and carried a line that connected the Buckingham Junction on the Oxford, Worcester and Wolverhampton Railway (OW&WR) and Oxford Road Junction on the Buckinghamshire Railway. Its opening enabled OW&W trains to and from Wolverhampton to connect with London and North Western Railway trains to and from London Euston. The OW&WR amalgamated with GWR in 1863, and passenger services using the "Yarnton Loop" were discontinued, but its use as a freight link continued until 1965 when the line was closed.
The surviving bridge structure, although heavily shrouded in ivy and undergrowth is remarkably well preserved.
The stilted segmental arch is typical of mid-nineteenth century bridges, as is the flat top line.
The stone arch voussoir and and well finished ornate quoin stones provide a decorative finish well beyond what might be expected on a wholly utilitarian structure.
This is perhaps a reflection of the confidence and ebullience of the early railway pioneers.
Unusual in the extent of its structural survival, this is an important legacy of our industrial past and deserves greater recognition.
The setting of bridge 231A is also an interesting anachronism. Much of the original route of the Yarnton Loop has disappeared, either under farmland to the west of the canal, or under extensive new roads (A4260/A44) to the east. However a central section of embankment leading up to the bridge from the east survives in splendid isolation.
Composite 1m Lidar image. The setting of bridge 231A showing the original route of the Yarnton Loop line and the residual embankment. The routes of the other Victorian railway lines is shown along with the extent of modern road development. Image based upon OS data © Crown Copyright and database right 2020 | © Environment Agency copyright and/or database right 2020 All rights reserved.
Conclusion
Much of the surviving railway infrastructure crossing the Oxford Canal (both active and redundant) closely follows the prevailing architectural and engineering norms of the periods it was built in. Thus we see the development of the typical flat top lines and square features of Victorian industrial architecture, but with occasional embellishments of ornate stone features reflecting the increasing confidence of the railway builders.
With the passage of time, steel became the dominant material for span construction, but many of the original brick abutments survive. The development of fabrication processes from rivetted plate beams, to welded beams and ultimately to large rolled steel I-beams can be seen, as well as the increasing use of concrete for both abutments and spans.
The more recent impact of safety issues is reflected in the enhanced provision of maintenance access to the sides of bridges and the increasing "fortification" of the whole railway network (the ubiquitous green fencing).
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